On the left, but as you'd expect, when underway its not dropping RPM that low. What it is showing is that the gearing is very tall (it appears to only be in 6th gear at 140mph), wide spaced, and not rushed shifting, and of course that's from the Santa Fe and probably not in sport mode which would make the power drop less pronounced at the cost of a little extra harshness. I'd prefer lower gearing, which the SC in order to achieve better towing numbers may have, which would make it feel much faster at the cost of a few MPG (which is perhaps why its lower than we expect, the Maverick tow package also changes the final drive).Where's the RPM numbers on the last chart? Or I guess you can look at the chart above to get an idea...
I suspect the RPM turbo lag effects are even greater below 1000 RPM, but mostly a feel thing.
Power ranking is basically Hyundai 2.5 < Maverick 2.5H < Maverick 2.0T < Hyundai 2.5T. Sweet spot for me I'm 99% sure is Maverick 2.5H in a XLT basic trim if I follow my brain, and Hyundai 2.5T in well equipped trim if I follow my heart.The new turbo-four and the eight-speed dual-clutch automatic transmission work together seamlessly. Runs to 60 mph take a quick 6.0 seconds, and the transmission readily downshifts and helps the Santa Fe move from 50 to 70 mph in 4.1 seconds. That sprint to 60 mph is just behind the 280-hp Honda Passport's 5.8-second dash and noticeably quicker than the 6.8-second effort we recorded in a Ford Edge Titanium with a 250-hp turbocharged 2.0-liter four.
...and looming over our heart and mind is our wallet!On the left, but as you'd expect, when underway its not dropping RPM that low. What it is showing is that the gearing is very tall (it appears to only be in 6th gear at 140mph), wide spaced, and not rushed shifting, and of course that's from the Santa Fe and probably not in sport mode which would make the power drop less pronounced at the cost of a little extra harshness. I'd prefer lower gearing, which the SC in order to achieve better towing numbers may have, which would make it feel much faster at the cost of a few MPG (which is perhaps why its lower than we expect, the Maverick tow package also changes the final drive).
... Maverick 2.5H in a XLT basic trim if I follow my brain, and Hyundai 2.5T in well equipped trim if I follow my heart.
Agree. I'm not sure how those charts were created but I wouldn't read too much into them. Until we get the gear ratios from Hyundai this is mostly guess work. I too assume the SC will have lower ratios to make it quicker and optimize towing.Hard to equate driving feel from those charts. Going to have to get behind the wheel and give them all a test drive.
Escape is regular 2021 Ford Escape FWD HEVAgree. I'm not sure how those charts were created but I wouldn't read too much into them. Until we get the gear ratios from Hyundai this is mostly guess work. I too assume the SC will have lower ratios to make it quicker and optimize towing.
Just realized the 13:1 compression on the Maverick hybrid - guess what people that requires premium fuel. It's even in Ford's press release but you have to scroll all the way to bottom.
Probably just a typo from the original publication. In another place they put hp where it should say torque.@JASmith- any idea why the prices listed at the top of your first post for the SC are not listed with an (* Estimated)? I know prices have not been released yet, but where did these figures come from?
Weird. I know the Ranger takes regular but recommends premium in hot climates or when towing.Edit: I found more info, confirming the 2.0 turbocharged DOES recommend 91+ octane, but the hybrid 2.5 does not
If needed, the computer can retard the spark timing to prevent pre-detonation -- but it costs you some gas mileage.... high compression engines will ping under high loads....
Supposedly direct injection can allow much higher compression without detonating, or in the case of Mazda with their skyactive tech using controlled autoignition like a diesel. The Maverick Turbo, and both the naturally aspirated and turbo Santa Cruz are direct injection, but the hybrid 2.5 engine is not direct injected and still has a 13:1 CR.The SC takes regular fuel for both engines but without the owners manual we don't if they too will recommend higher test. Many high compression engines will ping under high loads. And turbos are generally high compression engines. Just food for thought.
And what's really weird is that Hyundai advertises that the 2.5L 2022 Tucson naturally aspirated engine (same base engine in the SC) uses 87 octane and that's what the EPA sticker shows too, and yet in the owner's manual it says 91 octane recommended:ENGINE SPECIFICATIONS - 2.5L, HYBRID ELECTRIC VEHICLE (HEV)/PLUG-IN HYBRID ELECTRIC VEHICLE (PHEV)
Measurement Specification Displacement.152 in³ (2,490 cm³) Fuel type.Minimum 87 octane Compression ratio.13.0:1 Firing order.1-3-4-2 Spark plug gap.0.051 in (1.3 mm)
The Santa Fe 2.5L Turbo engine by contrast (again same as SC higher trims) recommends 87 octane in the owner's manual (page 11):Gasoline engine Unleaded Your new vehicle is designed to use only unleaded fuel having an octane number ((R+M)/2) of 91 (Research Octane Number 95) or higher. (Do not use methanol blended fuels)
Clear as mud!Gasoline engine Unleaded Your new vehicle is designed to use only unleaded fuel having an octane number ((R+M)/2) of 87 (Research Octane Number 91) or higher. (Do not use methanol blended fuels)
🤪 your mileage may vary and now the fuel we recommend you use will vary too.Clear as mud!
Checking Consumer Reports 2021 Survey Feedback, also not a great verdict, with lowest possible reliability score and only so-so consumer satisfaction responses, finishing only above the flop Fiat 500X, Renegade, Compass, and Ecosport with top honors going to Mazda and Subaru again:The Escape's cabin, while handsomely styled and spacious for both front- and rear-seat occupants, suffers from several low-rent plastic panels, including those on the doors and lower center console.